EP4173967A1 - Erfassungs- und auslösemechanismus zum schleppen von flugzeugen durch das nasenfahrwerk - Google Patents

Erfassungs- und auslösemechanismus zum schleppen von flugzeugen durch das nasenfahrwerk Download PDF

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Publication number
EP4173967A1
EP4173967A1 EP21205266.6A EP21205266A EP4173967A1 EP 4173967 A1 EP4173967 A1 EP 4173967A1 EP 21205266 A EP21205266 A EP 21205266A EP 4173967 A1 EP4173967 A1 EP 4173967A1
Authority
EP
European Patent Office
Prior art keywords
landing gear
capturing
nose landing
capturing system
shock absorber
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP21205266.6A
Other languages
English (en)
French (fr)
Inventor
Ali OUTA
Wei Guo
Luigi Ricci MORETTI
Tom Rice
Luca Mario BRESCIANI
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Lilium eAircraft GmbH
Original Assignee
Lilium eAircraft GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Lilium eAircraft GmbH filed Critical Lilium eAircraft GmbH
Priority to EP21205266.6A priority Critical patent/EP4173967A1/de
Publication of EP4173967A1 publication Critical patent/EP4173967A1/de
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
    • B64F1/00—Ground or aircraft-carrier-deck installations
    • B64F1/22—Ground or aircraft-carrier-deck installations for handling aircraft
    • B64F1/223—Ground or aircraft-carrier-deck installations for handling aircraft for towing aircraft
    • B64F1/225—Vehicles specially adapted therefor, e.g. aircraft tow tractors
    • B64F1/227—Vehicles specially adapted therefor, e.g. aircraft tow tractors for direct connection to aircraft, e.g. tow tractors without towing bars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
    • B64F1/00—Ground or aircraft-carrier-deck installations
    • B64F1/22—Ground or aircraft-carrier-deck installations for handling aircraft
    • B64F1/223—Ground or aircraft-carrier-deck installations for handling aircraft for towing aircraft
    • B64F1/225—Vehicles specially adapted therefor, e.g. aircraft tow tractors
    • B64F1/228—Vehicles specially adapted therefor, e.g. aircraft tow tractors remotely controlled; operating autonomously

Definitions

  • the present invention refers to a capturing system for a towing device for towing aircrafts through the Nose Landing Gear (NLG) and to the corresponding method.
  • the present invention refers to a capturing system for a towing device that comprises an automated capture and release mechanism and that performs steering and braking functions and to the corresponding method.
  • Towing devices are generally used for moving aircrafts without the aid of the aircraft's main drive (gas or propeller turbine) and they are usually designed so as to capture the Nose Landing Gear (NLG) of the aircraft and to move the aircraft to the Final Approach and Take-Off (FATO) area and/or to the parking area.
  • NDG Nose Landing Gear
  • FATO Final Approach and Take-Off
  • the towing devices known at the state of the art may be of different kinds.
  • unmanned, remote-controlled towbarless tugs may be employed to tow small aircrafts.
  • the aircraft's NLG is raised, therefore the tugs must have big dimensions in order to win the high weight forces of the aircrafts.
  • towbarless tugs may include towing devices comprising a cradle system that captures the wheel around or above its center, in order to ensure enough grab during towing.
  • a towing device of this type is disclosed for instance in document DE 10 2018207357 A1 , wherein the towing device comprises a friction roller drive acting on a rotatable wheel of the aircraft (for instance, the nose wheel) and designed to be adapted to different wheel diameters.
  • towing devices comprising a tow bar or a belt wrapping structure may be employed, wherein the axle of the aircraft NLG is attached to the towing device via the tow bar or via the belt wrapping structure formed around the strut of the NLG.
  • the belt wrapping structure must be secured manually before towing operations.
  • a capturing system for a towing device for towing an aircraft through its nose landing gear comprising:
  • This solution is advantageous because it provides a capturing system for a towing device configured to automate and speed up the capture and release process of the nose landing gear of an aircraft during towing and parking operations.
  • the taxi cycle time is advantageously reduced.
  • the capture and release processes may be performed in 5-10 seconds.
  • the present solution may be profitably employed to capture the nose landing gear of an aircraft, even when the wheel is not fully exposed and/or when it is covered with an aerodynamic fairing.
  • the capturing system is configured to capture the exposed portion of the oleo shock absorber and it does not interfere with the nose landing gear nor with its fairings.
  • the present solution may be advantageously combined with any towing device, such as towing tugs, and it can be retrofitted to existing towing tugs.
  • the projecting capturing element may be configured to capture an oleo shock absorber of the nose landing gear and to induce a reciprocal displacement between the nose landing gear and the cradle, in order to funnel the nose landing gear onto the support element.
  • the projecting capturing element may be configured to capture and pull the oleo shock absorber.
  • the projecting capturing element may be configured to capture the oleo shock absorber and to be compressed by the nose landing gear driven toward the capturing system.
  • the capturing system is configured to capture the exposed portion of an oleo shock absorber in an automatic way, for instance by automatically opening and closing a projecting capturing element such as a clamping element or a latching element.
  • the capturing element may be designed so as to passively capture the oleo shock absorber.
  • the capturing element may be a clamping element having a V-shape.
  • the projecting capturing element may be made of any suitable material in order to not damage the stainless steel piston rod.
  • the capturing element may be made of a light material with low friction or it may be made of a rigid material and the inner part contacting the piston rod may be covered with an elastic material.
  • the cradle may include a platform, for example a platform with a ramp, and the reciprocal displacement between the nose landing gear and the cradle may include making the platform slide underneath the nose landing gear, while pulling the oleo shock absorber.
  • the nose landing gear may sit on the platform and be lifted off the ground.
  • the platform may comprise one or more constraint elements to funnel the wheel during the steering operations, in order to provide multiple locking points.
  • no constraints elements may be formed on the platform and the capturing element may represent the only locking point; in this case, the steering can be achieved by increasing the swivel offset on a castor nose wheel to a predefined length.
  • the support element may be configured as a forklift and the reciprocal displacement between the nose landing gear and the cradle may include moving the cradle towards the nose landing gear, while keeping the oleo shock absorber captured, so as to constrain the nose landing gear within the recess of the forklift.
  • the wheel of the nose landing gear may contact the ground while being captured.
  • a capturing system wherein the projecting capturing element is configured to capture a piston rod of the oleo shock absorber.
  • the piston rod provides a suitable capturing surface for the projecting capturing element on the oleo shock absorber. Furthermore, the piston rod is a resistant mechanical component designed to sustain a high load in all directions, such as horizontal, lateral and vertical loads. Moreover, capturing or clamping onto the piston rod provides greater tolerance for misalignment and limits the damage to the nose landing gear and its fairing.
  • the capturing element may capture an extension of the axle of the oleo shock absorber.
  • a capturing system wherein the projecting capturing element comprises a grabber arm.
  • the advantage of this configuration is that the grabber arm projects from the cradle body and it can easily reach the oleo shock absorber. Moreover, it can be automatically opened and closed to capture a corresponding portion of the oleo shock absorber.
  • a capturing system wherein the projecting capturing element comprises a plurality of bearings for allowing rotation of the nose landing gear during the towing operation.
  • This configuration is advantageous because the nose landing gear is free to rotate and move during the towing operation, independently from the configuration of the projecting capturing element which is attached to the cradle.
  • a capturing system wherein a height of the projecting capturing element might be adjusted within a range comprised between a first height and a second height, wherein the first height corresponds to a first capturing position of the oleo shock absorber in the configuration of an empty aircraft and the second height corresponds to a second capturing position of the oleo shock absorber in the configuration of a Maximum Take-Off Weight (MTOW) aircraft.
  • MTOW Maximum Take-Off Weight
  • the advantage of this configuration is that the projecting capturing element can capture the oleo shock absorber both in the configuration wherein the aircraft is empty and therefore the oleo shock absorber reaches a longer extension, and in the configuration of Maximum Take-Off Weight (MTOW) of the aircraft, wherein the oleo shock absorber reaches a shorter extension.
  • MTOW Maximum Take-Off Weight
  • the oleo shock absorber has a predefined height set between two extremities of the exposed portion of the piston rod.
  • the predefined height is selected so that the capturing element can work both with an empty aircraft and with a MTOW aircraft and in any configuration in between.
  • the predefined height is also designed to enable clamping with a flat tire.
  • the height of the capturing element is regulated so as to take into account also the height of the support element.
  • a capturing system comprising a linear actuator connected to the projecting capturing element and configured to pull the nose landing gear towards the projecting capturing element.
  • the capturing element may be designed in such a way that it automatically opens and closes when it is positioned at a certain distance from the oleo shock absorber, in order to enable the capture process.
  • the reciprocal position between the capturing system and the nose landing gear may be adjusted both by moving the capturing system closer to the nose landing gear and by moving the capturing element through the linear actuator.
  • the capturing element coupled to the linear actuator may be configured to extend so as to match the distance separating it from the oleo shock absorber and it may be configured to move along a distance corresponding to the length of the support element.
  • a capturing system wherein the projecting capturing element comprises a rotating mechanism for rotating the projecting capturing element with respect to the oleo shock absorber, for example for enabling clamping even when the capturing system is not aligned with the oleo shock absorber.
  • the capturing element may be provided with a rotation mechanism for allowing precise positioning with respect to the oleo shock absorber. For example, a slight lateral offset between the capturing system and the nose landing gear of the nose landing gear may be compensated by a rotation of the capturing element. In this way, the capture process is carried out in a fast and efficient way.
  • a capturing system wherein the support element comprises a rear stopper for locking the position of the nose landing gear once it has been accommodated on the cradle and preventing any backwards movement of the nose landing gear.
  • This configuration is advantageous because it provides additional securing points and it prevents any backward movement of the nose landing gear, which could cause potential damage to people standing in the Final Approach and Take-Off (FATO) area and/or in the parking area of the aircraft.
  • FATO Final Approach and Take-Off
  • the rear stopper is an active stopper or an active aft door that is activated to fully lock the nose landing wheel as an additional securing point, in addition to the first connection point of the capturing element.
  • a capturing system wherein the support element comprises a platform, for instance a platform with a ramp.
  • the advantage of this configuration is that the capturing and loading operations are simplified, because the nose landing gear is easily accommodated on the platform as a result of the relative displacement between the capturing system and the nose landing gear. Moreover, in this configuration, the nose wheel sits on the platform and is lifted off the ground, therefore the capturing system benefits from increased traction during the towing operation.
  • a capturing system wherein the support element comprises a platform provided with a plurality of stopping elements, for instance a front stopper and one or more side constraints, in order to anchor the nose landing gear to the cradle.
  • This configuration is advantageous because it provides additional securing points and it prevents any forward and/or lateral movement of the nose landing gear.
  • the stopping elements for example the front stopper and the side constraints, can safely secure the wheel and also actively control the steering of the nose wheel.
  • the nose wheel is lifted off the ground, therefore the capturing system benefits from increased traction during the towing operation.
  • the side constraints may be configured to funnel the nose landing gear into the stopper and they may be formed as elastic bumpers matching the size of the wheel.
  • a capturing system wherein the support element is configured as a forklift and the nose landing gear is funneled into a recess formed by the forklift.
  • This configuration is advantageous because it provides additional securing points and it prevents any forward and/or lateral movement of the nose landing gear.
  • the recess of the forklift can safely secure the wheel and also actively control the steering of the nose wheel.
  • the nose wheel contacts the ground, therefore the capturing system does not have to carry the weight of the aircraft.
  • a capturing system wherein the projecting capturing element comprises an arm having a predefined length and configured so as to capture the oleo shock absorber, when the support element is driven under the nose landing gear.
  • the oleo shock absorber can be easily captured by a fixed arm having a predefined length.
  • the predefined length of the arm can be designed so that, when the support element, for instance a platform with a ramp, is driven under the nose landing gear and the nose wheel sits on the support element, the arm reaches the oleo shock absorber and captures it.
  • a towing device for towing an aircraft through its nose landing gear comprising:
  • the taxi cycle time is advantageously reduced.
  • the total taxi time may be reduced to approximately 1-2 minutes and the capture and release processes may be performed in 5-10 seconds.
  • the present solution may be profitably employed to tow an aircraft through its nose landing gear, even when the wheel is not fully exposed and/or when it is covered with an aerodynamic fairing.
  • the capturing system is configured to capture the exposed portion of the oleo shock absorber and it does not interfere with the nose landing gear nor with its fairings, but, at the same time, it ensures sufficient pulling force.
  • the taxi mechanism may be any towing vehicle, such as towing tugs or tanks.
  • a towing device is provided, wherein the taxi mechanism is also configured to move the towing device towards the nose landing gear, so that the nose landing gear can be accommodated on to the support element.
  • the taxi mechanism can drive the towing device with the capturing element towards the nose landing gear, so that the reciprocal distance between the capturing element and the nose landing gear is reduced and the nose landing gear is positioned on the support element.
  • the capturing element may be designed in such a way that it automatically opens when it is positioned at a certain distance from the oleo shock absorber, in order to enable the capture process.
  • the taxi mechanism may ensure both backward and forward movements along the direction that connects the towing device and the nose landing gear.
  • the capturing element may be configured as an arm having a predefined length and the taxi mechanism may comprise towing motors for propelling the support element, for instance a platform, under the nose landing gear.
  • the predefined length of the arm may be advantageously designed so that, when the nose wheel sits on the platform, the arm can reach the oleo shock absorber and can actively or passively capture the exposed portion of the oleo shock absorber.
  • a method for capturing the nose landing gear of an aircraft by means of a capturing system comprising the following steps:
  • This solution is advantageous because it provides a method to automate and speed up the capture and release process of the nose landing gear of an aircraft during towing and parking operations.
  • the taxi cycle time is advantageously reduced.
  • the capture and release processes may be performed in 5-10 seconds.
  • the present method may be profitably employed to capture the nose landing gear of an aircraft, even when the wheel is not fully exposed and/or when it is covered with an aerodynamic fairing.
  • the capturing system is configured to capture the exposed portion of the oleo shock absorber and it does not interfere with the nose landing gear nor with its fairings.
  • the capturing step is automated, so that a capturing mechanism is actively closed or opened under predefined conditions, for instance when a predefined distance from the nose landing gear is reached or after a predefined time interval.
  • the capturing step may include clamping or latching the oleo shock absorber.
  • the step b) is carried out by capturing the piston rod of the oleo shock absorber.
  • capturing onto the piston rod provides greater tolerance for misalignment and limits the damage to the nose landing gear and its fairings.
  • the piston rod is a resistant mechanical element designed to sustain a high load from all sides.
  • the step b) may be carried out by capturing an extension of the axle of the oleo shock absorber.
  • the step c) may comprise pulling the nose landing gear towards the capturing system, through the oleo shock absorber, so that the nose landing gear wheel rolls on a support element, for instance a platform, of the capturing system and the nose landing gear is accommodated thereon.
  • the nose landing gear may be pulled so as to be positioned into a recess of the support element, for example a recess of a forklift.
  • the step c) may comprise driving the capturing system towards the nose landing gear, so that the support element slides under the nose wheel.
  • the step of inducing a reciprocal displacement between the nose landing gear and the capturing system may comprise driving a support element, for instance a platform or a forklift, underneath the nose landing gear.
  • a method is provided, further comprising the following step: f) Adjusting the height of the projecting capturing element, so that it ranges between a first height and a second height, wherein the first height corresponds to a first capturing position of the oleo shock absorber in the configuration of an empty aircraft and the second height corresponds to a second capturing position of the oleo shock absorber in the configuration of the maximum take off weight (MTOW) aircraft.
  • MTOW maximum take off weight
  • the advantage of this method is that the capturing and the towing functions may be performed both in the configuration wherein the aircraft is empty and the oleo shock absorber has thus a longer extension and in the configuration of Maximum Take-Off Weight of the aircraft and the oleo shock absorber has thus a shorter extension.
  • the capturing and towing functions are also ensured in any intermediate configuration of the aircraft and in the case of a flat tire.
  • the support element height is designed as to take up any remaining vertical clearance between the position of the capturing element and the oleo shock absorber.
  • a method comprising moving the capturing system towards the nose landing gear, for instance by means of a taxi mechanism, so that the nose landing gear is accommodated on the support element.
  • the advantage of this configuration is that the capture process is performed in a fast and efficient way, because the capturing system with the capturing element is driven towards the nose landing gear, so that the reciprocal distance between the capturing element and the nose landing gear is reduced and the capturing mechanism is triggered.
  • the support element is driven under the nose landing gear.
  • the capturing element may be configured as an arm having a predefined length and the support element may be configured as a platform with a ramp and the step (a) may comprise propelling the ramp under the nose landing gear so that the arm can capture the exposed portion of the oleo shock absorber.
  • step (b) comprises pulling the oleo shock absorber towards the projecting capturing element, for instance by means of a linear actuator.
  • the advantage of this configuration is that the capture process is performed in a fast and efficient way, because the capture of the oleo shock absorber is ensured by simply extending the linear actuator and the capturing element connected thereto and by pulling the grabbed portion of the oleo shock absorber, so as to induce a sliding of the cradle underneath the nose landing gear.
  • a method comprising providing the support element with a platform with a plurality of stopping elements, for instance a front stopper and one or more side constraints, configured to anchor the nose landing gear to the support element.
  • the advantage of this configuration is that it provides additional securing points for the nose landing gear, in addition to the capturing element, and that it allows to actively control its steering during the towing process.
  • the side constraints are formed as bumpers configured to funnel the nose landing gear into the front stopper.
  • a method is provided, wherein the funneling of the step (d) comprises providing the support element with a forklift shape, so that the nose landing gear is funneled into a recess of said forklift.
  • the advantage of this configuration is that the nose landing gear is safely secured to the support element and that its steering is actively controlled during the towing process. In this way, any forward and/or lateral movement of the nose landing gear within the support element is prevented.
  • a method is provided, wherein the step (e) comprises securing the rear part of the nose landing gear by lifting a rear stopper on the support element in order to prevent backwards movement of the nose landing gear.
  • the advantage of this configuration is that it provides additional securing points for the nose landing gear, in addition to the capturing element. Moreover, any backward movement of the nose landing gear is prevented, thus reducing the risk of damaging people standing in proximity of the FATO area and/or of the parking area.
  • a method is provided, wherein the nose landing gear comprises a wheel covered with a fairing.
  • This capturing method is that it enables capturing the nose landing gear even when the wheel is not fully exposed and is for instance covered with a fairing, because there is no need to grab the entire wheel, but also the exposed portion of the piston rod.
  • a method for towing an aircraft through its nose landing gear comprising the following steps:
  • the taxi cycle time is advantageously reduced.
  • the total taxi time may be reduced to approximately 1-2 minutes and the capture and release processes may be performed in 5-10 seconds.
  • the present solution may be profitably employed to tow an aircraft through its nose landing gear, even when the wheel is not fully exposed and/or when it is covered with an aerodynamic fairing.
  • the capturing system is configured to capture the exposed portion of the oleo shock absorber and it does not interfere with the nose landing gear nor with its fairings, but, at the same time, it ensures sufficient pulling force.
  • the towing step may be performed by means of any towing vehicle, such as towing tugs.
  • Figure 1 schematically illustrates a side view of a towing device 190, according to an embodiment of the present invention.
  • the towing device 190 comprises a capturing system 100 and a taxi mechanism 140.
  • the capturing system 100 comprises a cradle 110 for accommodating the nose landing gear 200 of the aircraft that must be moved back and forth from the FATO area and the parking area.
  • the nose landing gear 200 comprises a nose wheel 201 with an aerodynamic fairing 202 and an oleo shock absorber 210. Since the nose wheel 201 is covered by the fairing 202, it cannot be easily grabbed during towing operations. Therefore, a capturing system 100 according to the present invention is advantageously employed.
  • the cradle 110 comprises a support element 120 configured for securing and steering the nose landing gear 200.
  • the support element 120 is configured as a platform 120 with a ramp 123 and the nose landing gear 200 is lifted off the ground and sits on the platform 120.
  • This configuration has the advantage of providing optimal traction of the aircraft.
  • the cradle 110 according to this configuration is also illustrated in the three dimensional view of the towing device in Figure 3 .
  • the platform 120 is equipped with a front stopper 121 and two side constraints 122, in order to safely secure the wheel 201 of the nose landing gear 200 after it has been accommodated on the platform 120.
  • the front stopper 121 and the side constraints 122 form a holding channel on the platform 120 for funneling the nose wheel 201 during the loading and towing operations.
  • the side constraints 122 are shaped in such a way that they funnel the wheel of the nose landing gear 200 into the stopper 121 and constrain it on all sides. This design allows an easier capture of the wheel 201, in order to actively control its steering during the towing operations.
  • the front stopper 121 and the side constraints 122 are configured as low profile bumpers.
  • the support element 120 may not be provided with any constraint elements.
  • the nose landing gear 200 may be connected to the capturing system 100 only by means of the capturing element 150 and precise steering may be achieved by increasing the swivel offset on the castor nose wheel to a predefined length.
  • the capturing system 100 is advantageously provided with a projecting capturing element 150, which enables automatic capture and release of a piston rod 211 of the oleo shock absorber 210 of the nose landing gear 200.
  • the capturing element is configured as a grabber arm 150.
  • the grabber arm 150 projects from the cradle structure and it may be configured to automatically open and close under predefined conditions, so as to clamp and capture the exposed portion of the piston rod 211 of the nose landing gear 200.
  • the grabber arm 150 may be configured to protrude from the cradle structure and to allow passive capture of the exposed portion of the piston rod 211.
  • the grabber arm 150 is connected to the linear actuator 152.
  • the linear actuator 152 allows a displacement of the grabber arm 150 along the x-axis, so that the grabber arm 150 can reach and capture the piston rod 211 of the nose landing gear 200.
  • the capturing system 100 shown in Figure 1 also comprises a rear stopper or aft door 130, which can be automatically activated to fully lock the rear part of the wheel 201, after it has been accommodate onto the cradle 110.
  • a first locking position is represented by the grabber arm 150, which enables the capture of the oleo shock absorber 210.
  • a second locking position is provided by the front stopper 121 and the side constraints 122 forming the holding channel on the platform 120.
  • a third locking position is given by the rear stopper 130.
  • a taxi mechanism 140 is further added to the capturing system 100, in order to obtain a self-propelled towing device 190 that can autonomously move and can drive the aircraft.
  • the taxi mechanism 140 may include a towing tug or tank.
  • the linear actuator 152 may not be present and the relative displacement between the grabber arm 150 and the piston rod 211 may be simply ensured by the taxi mechanism 140, which can propel the entire capturing system 100 towards the nose landing gear 200 and place the platform 120 or forklift 120' under the wheel 201 (see Figs. 6 and 7 described below).
  • the grabber arm 150 may be an arm having a predefined length and it may be configured to actively or passively capture the piston rod 211 when the distance between the capturing system 100 and the nose landing gear 200 matches the predefined length of the arm 150.
  • Figure 2 illustrates a towing device 190 according to another embodiment of the present invention.
  • the support element 120' is configured as a forklift and does not comprise any platform for lifting the nose landing gear 200.
  • the nose landing gear 200 is accommodated into the recess of the forklift 120' and the nose wheel 201 contacts the ground. Since the nose landing gear 200 is free to roll during the towing operations in the embodiment of Figure 2 , this solution has the advantage that the towing device 100 does not have to carry the weight of the aircraft during towing.
  • a first step it is necessary to correctly position the capturing system 100 in front of the nose landing gear 200 of the aircraft.
  • the distance between the capturing system 100 and the nose landing gear 200 along the x-axis must be regulated so that the grabber arm 150 can extend and automatically reach and capture the piston rod 211 of the nose landing gear 200.
  • the distance between the capturing system 100 and the nose landing gear 200 may be regulated so that the grabber arm 150 can reach the piston rod 211 as a result of an extension of the linear actuator 152 and that the capturing mechanism can be triggered.
  • the capturing system 100 may be moved towards the nose landing gear 200 until the nose landing gear 200 is lifted on the ramp 123 of the platform 120 and the piston rod 210 is captured by the grabber arm 150, for instance actively or passively captured.
  • the height of the grabber arm 150 along the y-axis must be regulated so that the grabber arm is aligned with the exposed grabbing portion of the piston rod 211.
  • the oleo shock absorber 210 has a predefined height between two extremities of the exposed portion of the piston rod 211.
  • the predefined height of the grabber arm 150 with respect to the piston rod 211 is selected so that the grabber arm 150 can work both in the configuration of an empty aircraft and in the MTOW configuration and in any intermediate configuration.
  • the height is selected so that the grabber arm 150 can work also in the event of a flat tire.
  • the height of the grabber arm 150 may be adjusted by means of a suitable mechanism according to the extension of the exposed grabbing portion of the piston rod 211 in the particular configuration of the aircraft.
  • the height of the platform 120 may be sized to take up any remaining vertical offset between the grabber arm 150 and the oleo shock absorber 210.
  • any lateral offset along the z-axis between the capturing system 100 and the nose landing gear 200 must be reduced, so that the grabber arm 150 can reach and capture the piston rod 211.
  • the grabber arm 150 and/or the linear actuator 152 may be provided with a rotation mechanism 170, so that any lateral offset between the capturing system 100 and the nose landing gear 200 can be compensated by a rotation of the grabber arm 150.
  • the grabber arm 150 is extended and activated to automatically capture the piston rod 211, for example by clamping or latching.
  • the grabber arm 150 may be configured to automatically open and close in predefined conditions, for example when a predefined distance is reached and/or after a predefined time interval.
  • the grabber arm 150 may be configured to passively capture the piston rod 211, once they are put in contact.
  • the grabber arm 150 pulls the nose landing gear 200 towards the capturing system 100, so that the nose wheel 201 rolls along the ramp 123 and the platform 120 and is guided between the two side constraints 122.
  • the front stopper 121 and the two side constraints 122 may be configured as low profile bumpers forming a holding channel and the nose wheel 201 may roll along that holding channel. In this way, the front stopper 121 and of the side constraints 122 can funnel and anchor the nose wheel 201 on the platform 120.
  • the rear stopper 130 may be used to prevent any backwards movement of the wheel 201.
  • the synergistic action of the grabber arm 150, the front stopper 121, the side constraints 122 and rear stopper 130 provide multiple locking points, thus ensuring safe steering and driving of the aircraft.
  • the capturing element 100 of Figures 6 differs from the one of Figure 3 in that it comprises a grabber arm 150 having a predefined length and does not include a linear actuator. In this configuration, the pulling action of the grabber arm 150 coupled with the linear actuator is thus replaced by a movement of the entire capturing system 100 towards the nose landing gear 200. As a first step (schematically shown in Fig. 6 ), it is necessary to correctly position the capturing system 100 in front of the nose landing gear 200 of the aircraft.
  • the height of the grabber arm 150 along the y-axis and the lateral offset between the grabber arm 150 and the nose landing gear 200 along the z-axis must be regulated so that, when the capturing system 100 with the grabber arm 150 is driven towards the nose landing gear 200, the grabber arm 150 can directly reach and capture the piston rod 211 of the nose landing gear 200.
  • the height and the lateral position of the grabber arm 150 must be regulated so as to match exactly the height and the lateral position of the piston rod 211.
  • the taxi mechanism 140 propels the entire capturing system 100 towards the nose landing gear 200, so that the nose wheel 201 rolls on the ramp 123 and then on the platform 120 and accordingly the platform 120 slides under the nose landing gear 200.
  • the capture mechanism is triggered and the piston rod 211 is automatically captured by the grabber arm 150.
  • the piston rod 211 is captured by the grabber arm 150 and the nose wheel 201 is lifted off the ground; the nose landing gear 200 is advantageously funneled in the holding channel formed by the front stopper 121 and the side constraints 122 of the platform 120. Therefore, the capturing action of the grabber arm 150 is performed as a result of a precise positioning of the capturing system 100 with respect to the nose landing gear 200 and as a result of a funneling of the nose wheel 201 in the holding channel.
  • the aircraft After capturing the aircraft through its nose landing gear 200 according to any of the methods disclosed above, the aircraft is towed by the towing device 190 comprising the capturing system 100 by activating the taxi mechanism 140, for instance a towing tug or tank.
  • the taxi mechanism 140 is provided with a damping system to allow taxing over uneven surfaces.
  • the taxi mechanism 140 may be provided with suitable tires 170 to damp the weight of the aircraft when moving over uneven surfaces.
  • the platform 120 is provided with suspensions to the taxi mechanism 140 so that the nose landing gear 200 is isolated from any taxing loads.
  • the grabber arm 150 may be provided with bearings, in order to allow the wheel 201 to freely rotate during the towing operations. It has to be understood that, even if the capturing and towing method has been described with reference to a capturing system 100 comprising a platform 120, it is clear that the same method may be adapted to the capturing system 100 comprising a support element configured as a forklift 120', which is shown in Figure 2 .
  • the nose landing gear 200 may be pulled by the grabber arm 150, through the piston rod 211, so that it is accommodated into the recess of the forklift 120' and then it may be secured, steered and towed.
  • the capturing system 100 may be driven towards the nose landing gear 200 so as to constrain it into the recess of the tuning fork, before performing the securing, steering and towing operations.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • General Details Of Gearings (AREA)
EP21205266.6A 2021-10-28 2021-10-28 Erfassungs- und auslösemechanismus zum schleppen von flugzeugen durch das nasenfahrwerk Pending EP4173967A1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP21205266.6A EP4173967A1 (de) 2021-10-28 2021-10-28 Erfassungs- und auslösemechanismus zum schleppen von flugzeugen durch das nasenfahrwerk

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP21205266.6A EP4173967A1 (de) 2021-10-28 2021-10-28 Erfassungs- und auslösemechanismus zum schleppen von flugzeugen durch das nasenfahrwerk

Publications (1)

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EP4173967A1 true EP4173967A1 (de) 2023-05-03

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4632625A (en) * 1983-05-18 1986-12-30 Krauss-Maffei Aktiengesellschaft Aircraft-towing tractor
US5051052A (en) * 1989-04-28 1991-09-24 Man Gutehoffnungshutte Aktiengesellschaft Aircraft tractor without tow-bar
US20060102775A1 (en) * 2002-11-01 2006-05-18 Chow Leung C Landing gear
DE102018207357A1 (de) 2018-05-11 2019-11-14 HYDRO Holding KG Selbstfahrende Antriebseinheit zum Bewegen von Luftfahrzeugen am Boden

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4632625A (en) * 1983-05-18 1986-12-30 Krauss-Maffei Aktiengesellschaft Aircraft-towing tractor
US5051052A (en) * 1989-04-28 1991-09-24 Man Gutehoffnungshutte Aktiengesellschaft Aircraft tractor without tow-bar
US20060102775A1 (en) * 2002-11-01 2006-05-18 Chow Leung C Landing gear
DE102018207357A1 (de) 2018-05-11 2019-11-14 HYDRO Holding KG Selbstfahrende Antriebseinheit zum Bewegen von Luftfahrzeugen am Boden

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